Motorized railway locomotive truck

ABSTRACT

A multiple axle railway locomotive truck includes a rigid truck frame spring supported on the axles, and a bolster formed with a plurality of upwardly facing nonresilient body supporting surfaces spaced apart longitudinally and transversely of the bolster, the bolster being supported on the truck frame at each side by a pair of elastomeric pad devices each of which is upwardly and inwardly inclined longitudinally of the truck so that their normals converge at a low level, preferably at that of the rail, the combination of the longitudinal spacing of the body supports and the rail-level convergence of the pad normals ensuring elimination of weight transference resulting from tractive forces. Preferably all motor reaction connections to the truck frame are in the same direction longitudinally of the truck from the respective axles whereby to eliminate axle-to-axle weight transference resulting from opposite motor reactions on the truck frame.

United States Patent Lich [ 4] MOTORIZED RAILWAY LOCOMOTIVE TRUCK ['72]Inventor: Richard L. Lich, Town and Country, Mo.

[73] Assignee: General Steel Industries, Inc., St.

Louis, Mo.

22 Filed: March'3, 1970 21 Appl. No.: 16,236

[52] US. Cl ..105/136, 105/l96, 105/197 A,

[51] Int. Cl. ,.B6lc 3/00, B6lf 3/05, B6lf 5/06 [58] Field of Search..105/136, 182 R, 196, 197 A, 105/199 F, 197 A, 199 R [56] ReferencesCited UNITED STATES PATENTS 3,387,569 6/1968 Lich ..105/196 3,521,5697/1970 Muotka et al ..105/182 R 2,954,747 10/1960 Hirst et a1. ..105/1962,782,026 2/1957 Hirst ..105/197 A X 3,392,680 7/1968 Lich ..105/136 X3,447,483 6/1969 Lich ..105/136 [151 3,693,553 51 Sept. 26, 1972 PrimaryExaminer-Arthur L. La Point Assistant ExaminerHoward BeltranAttorney-Bede]! and Burgess [57] ABSTRACT A multiple axle railwaylocomotive truck includes a rigid truck frame spring supported on theaxles, and a bolster formed with a plurality of upwardly facingnonresilient body supporting surfaces spaced apart longitudinally andtransversely of the bolster, the bolster being supported on the truckframe at each side by a pair of elastomeric pad devices each of which isupwardly and inwardly inclined longitudinally of the truck so that theirnormals converge at a low level, preferably at that of the rail, thecombination of the longitudinal spacing of the body supports and therail-level convergence of the pad normals ensuring elimination of weighttransference resulting from tractive forces. Preferably all motorreaction connections to the truck frame are in the same directionlongitudinally of the truck from the respective axles whereby toeliminate axle-to-axle weight transference resulting from opposite motorreactions on the truck frame.

10 Claims, 3 Drawing Figures PATENTEUSEP26 I972 sumaurz mu m QBACKGROUND OF THE INVENTION 1. Field of the Invention The inventionrelates to railway rolling stock and consists particularly in a pluralaxle locomotive power truck in which tractive forces are transmitted tothe locomotive body structure substantially at rail level whereby tosubstantially eliminate weight transference between the axles. '2. ThePrior Art The use of inclined elastomeric pad devices to support a truckbolster on the truck frame, with the normals of the pad devicesconverging at axle level, has been proposed in the past, in combinationwith a bolster which supports the vehicle or locomotive body structurethrough a single swivel bearing at the center of the bolster. In suchtrucks, the resistance to weight transference is limited by theeffectiveness of the swivel bearing to prevent tipping of the bolsterlongitudinally of the truck. In such trucks too, the motors are usuallyarranged with the reaction connections'of the motors on.the end axles tothe frame inwardly from'the end axles, i.e., in opposite directions. Ifa middle axle is provided, its motor reaction connection to the framemust of necessity bein the same direction as that of one of the endaxles so that, even though the opposite motor reactions of the end axlesare balanced by equal and opposite-reactions in the springs supportingthe truck frame on-the end axles, the middle axle will be additionallyloaded or unloaded depending on the direction of rotation of the motors.

SUMMARY OF THE INVENTION The invention provides a motor truck in whichweight transference from axle to axle resulting from tractive forces issubstantially eliminated by providing means for maintaining the truckbolster parallel, longitudinally of the truck, with the supportedlocomotive body, and supporting the bolster on the sides of the truckframe .by pairs of elastomeric pad devices inclined upwardly andinwardly longitudinally of the truck, whereby their normals orcompressive axes intersect at railtlevel toprovide an effective point oftraction transmission from the truck to the locomotive body at thatlevel. Additional weight transference resulting from opposite motorreactions on the truck frame is eliminated by locating the reactionconnections of the motors to the frame in the same direction,longitudinally of the truck-from the respective axles.

The invention also provides normally disengaged positive longitudinalstop means between the bolster and frame spaced to become engagedwhenever normal tractive forces are exceeded.

In addition to eliminating weight transference from axle to axle, theelastomeric mounting of the bolster on the frame provides effectivelongitudinal cushioning, permits the frame to tip about a transverseaxis with respect to the supported locomotive body structure toaccommodate to vertical track curvature, and provides substantialinsulation of the bolster and supported locomotive body structure fromvibrations of the truck frame.

2 BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a top view of a truckembodying the invention.

FIG. 2 is a side elevational view of the truck illustrated in FIG. 1.

FIG. 3 is a transverse vertical sectional view along line 3-3 of FIG. 2.

DESCRIPTION OF THE PREFERRED EMBODIMENT The truck comprises flangedwheels 1, pairs of which are rigidly mounted on spaced axles 3, 5 and 7,the ends of which are rotatably mounted in journal boxes 9.

A rigid truck frame comprising transversely spaced longitudinallyextending side members 11, formed with spaced pairs of dependingpedestal legs' 13, between which are vertically slidably receivedjournal boxes 9, is supported on the latter by means of upright coilsprings 15. Intermediate middle axle 5 and end axles 3 and 7, frame sidemembers are rigidly connected to each other by longitudinally spacedtransversely extending transom members 17 and 19 and at their ends theframe side members are connected to each other by end transom members 21and 23.

For propelling the truck and locomotive structure supported thereby,traction motors M are mounted on each axle with their noses N supportedon cooperating brackets B respectively on transoms 17, 19 and 21, sothat the reaction connections of the motors M to the truck frame,provided by motor nose N and transom brackets B, are all in the samedirection from the respective axles, thus eliminating any tendency ofthe frame to tilt longitudinally and vary the load distribution on theaxles, as occurs in trucks in which the motors are conventionallymounted with the end axle motor noses being connected to intermediatetransoms, i.e., in opposite directions, while the middle axle motor noseis of necessity in the same direction as one of the end axle motornoses.

Frame side members 11 are upwardly arched as at 27, 29 and 31 overpedestals l3 and are there downwardly open to receive journal boxsupported springs 15, and intermediate transoms l7 and 19 are connectedto side members 11 in the regions of the latter between arched portions27 and 29, and 29 and 31, respectively.

In order to provide space for traction motors M, intermediate transoms17 and 19 are bowed toward the right, as viewed in FIGS. 1 and 2, andmotor mounting end transom 23 is spaced a substantially greater distancefrom end axle 7 than opposite end transom 21 is from the adjacent endaxle 3.

Accordingly, the load supporting connections of the body underframe U tothe truck are slightly offset longitudinally of the truck frame towardtransom 21.

For supporting the body on the truck frame and transmitting tractionand-braking forces from the truck frame to the body, the central archedportions 29 of side members 11 are correspondingly asymmetricallydisposed longitudinally of the truck frame, and are formed withtransversely flat sloping sides 33 similarly inclined upwardly towardeach other longitudinally of the truck, and their upper surfaces arewidened by transversely inwardly and outwardly extending shelves 35, theinclinations of which are such that their normals intersectsubstantially at rail level, at point P.

Elastomeric pad devices, in the form of sandwiches comprising top andbottom metal plates 37 bonded to the top and bottom of several stackedflat rubber pads 39 interleaved by and bonded to metal plates 41, areseated by means of bottom plates 37 on shelves 35 and are retainedagainst movement thereon, so that their compression axes coincide withthe normals of shelves 35 and intersect at point P.

A bolster 45 of generally rectangular configuration in plan is formed atits corners with flat bottom surface portions 47 inclined parallel toshelves 3S and in alignment with the latter whereby bolster inclinedsurface portions are seated on the top plates 37 of the elastomeric paddevices. v

The compression axes or normals of the pad devices generally approximatethe resultants of vertical and longitudinal forces (body load andtraction or braking forces) on the pad devices 37, 39, 41, providedbolster 45 is restrained against tilting longitudinally, and accordinglythe intersection of these axes at rail level (point P) causes tractionforces to be transmitted to the bolster at the level at which they areapplied to the truck. 4

For stabilizing bolster 45 against tilting longitudinally with respectto locomotive underframe U, the top of the bolster is formed with fourupwardly facing horizontal bearings spaced apart longitudinally of thetruck a substantial distance, preferably similar to the longitudinalspacing of pad devices 37, 39, 41, and spaced apart transversely of thetruck a sufficient distance to stably support the body.

Preferably bearings 49 are of circular shape in plan and, to minimizefriction, are surfaced with the synthetic resin polymer Teflon or othermaterial having similar surface characteristics.

At its center, bolster 45 is formed with an upwardly open cylindricalrecess 51, and underframe U is provided with a depending verticalcylindrical boss 53 which is pivotally received in recess 51, wherebytraction and braking forces are transmitted from bolster 45 to the bodyand swivel of the truck relative to the body is permitted.

For transmitting body loads to the truck, underframe U is provided withfour depending downwardly facing horizontal bearings 55 concentric withbolster bearings 49 when the truck and body are longitudinally alignedand elongated tangentially with respect to pivot elements 51, 53, asufficient distance to maintain full contact with bolster bearings 49throughout the maximum angle of swivel. Both bolster bearings 49 andunderframe bearings 55 are substantially nonresilient so as topositively oppose any substantial tilting of the bolster relative to theunderframe.

At its sides bolster 45 is centrally indented as at 59 and, in registrywith indentation 59, the upper flat surface of central arched portion 29of the frame side members are formed with upwardly longitudinallyextending abutments 61.

To dampen transverse movements of the bolster on the truck frame,permitted by transverse shear in the elastomeric pads 39, transversesnubbers 63 are positioned centrally in indentations 59 and areconnected at their outer ends to frame abutments 61 and at their innerends to bolster 45.

To limit lateral movements of the bolster, the sides of indentations 59mount outwardly facing lateral stop brackets 65, which are normallyspaced transversely inwardly from beehive rubber bumper elements mountedon the inner surfaces of abutments 61.

In order to prevent excessive longitudinal movement of bolster 45relative to the truck frame through shear in pads 39, in the event thatexcessive traction forces are applied to the truck frame, transversestop abutments 69 are formed on the sides of the bolster indenta tions59 and are in longitudinally spaced relation with opposing transverseabutments 71 on the ends of frame abutment 61.

Operation of the truck is as follows: When motors M are energized tomove the truck and supported locomotive to the left, for example, inFIGS. 1 and 2, the equal motor reactions transmitted to the frame bymotor noses N and brackets B will all be downward and of the samemagnitude, thereby not tilting the frame longitudinally, nor unequallyloading springs 15.

The tractive forces applied to the truck at rail level are transmittedto the bolster at the same level because of the inclination ofelastomeric pad devices 37, 39, 41, through which they act on thebolster, and since bolster 45 is prevented from tilting longitudinallywith respect to underframe U by the engagement of bolster bearings 49with underframe bearing 55, their effect on the underframe is the sameas on the bolster, i.e., there is in effect no vertical arm throughwhich traction forces act on the underframe to cause reduction inloading on the forward axle and increased loading of the rear axle.

When vertical track curvature is encountered, truck frame 11, 17, 19,21, 23 can freely tilt longitudinally to accommodate to it withoutsubstantially varying the loading on springs 15, through shear in paddevices 37, 39, 41.

Transverse irregularities in the track, transmitted to the truck frameby the wheels, axles, journal boxes and pedestal jaws, are cushionedfrom the bolster and underframe by the transverse shear yieldability ofpad devices 37, 39, 41, whereby the bolster is permitted limited lateralmovements on the frame. Such movements are dampened by snubbers 63 andare limited by the engagement of lateral stop brackets 65 and beehivebumpers 67.

In the event of abnormally high tractive forces, movement of the bolsterlongitudinally of the frame which might result therefrom through shearin pads 39, is prevented by the engagement of longitudinal stop brackets69 on the bolster and abutments 71 on the frame.

For rounding curves, the swivel center is defined by mating underframeboss 53 and bolster recess 51, and swivel is accommodated by sliding ofunderframe bearings 55 on bolster bearings 49.

The details of the structure may be varied substantially withoutdeparting from the spirit of the invention and the exclusive use of suchmodifications as come within the scope of the appended claims iscontemplated.

I claim:

1. In a railway locomotive power truck having at least two wheeled axlesspaced apart lengthwise of the truck, a rigid frame resilientlysupported on said axles, a pair of upwardly facing surfaces on each sideof said frames inclined upwardly toward each other longitudinally of thetruck, elastomeric pad devices seated on said frame inclined surfaces,said surfaces being spaced from each other longitudinally of the trucksuch that the normals of said pad devices converge ata substantiallylower level than said axles, a bolster having downwardly facing surfacesparallel to said frame upwardly facing surfaces and seated on said paddevices, said pad devices forming the sole support of said bolster onsaid truck frame and the sole means for transmitting longitudinal forcesbetween said rigid frame and said bolster, means on said bolster forpivotally connecting said bolster to a supported underframe, andnonresilient horizontal bearing surface means on said bolster spacedapart longitudinally thereof substantially as far as said pad devicesfor positively preventing substantial longitudinal tilting of saidbolster with respect to the supported underframe.

2. In a railway locomotive power truck according to claim 1, the normalsof said pad devices converging substantially at rail level.

3. In a railway locomotive power truck according to claim 1, a thirdwheeled axle spaced from and positioned intermediate said pair ofwheeled axles.

4. In a railway locomotive power truck according to claim 3, tractionmotors supported on said axles and all having their reaction connectionsto said frame in the same direction longitudinally of the truck fromtheir respective axles.

5. In a railway locomotive power truck according to claim 3, said framehaving longitudinal side members with upwardly arched portions over saidmiddle axle, said upwardly facing inclined surfaces being on saidupwardly arched portions.

6. in a railway locomotive power truck according to claim 5, saidbolster having a plurality of upwardly facing bearings, some of saidbearings being spaced apart lengthwise of the truck and being adaptablefor sliding engagement with underframe bearings.

7. In a railway locomotive power truck according to claim 1, saidbearings being constructed for nonresilient engagement with opposingbearings on the supported underframe.

8. In a railway locomotive power truck according to claim 1, there beingat least three of said bearings on said bolster.

9. In a railway locomotive power truck according to claim 8, there beingfour of said hearings on said bolster.

' 10. In a railway locomotive power truck according to claim 1,cooperating means on said bolster and truck frame for limiting relativelongitudinal movements therebetween, said cooperating means being spacedapart longitudinally of the truck a sufficient distance to becomeoperatively engaged only when normal traction forces are exceeded.

1. In a railway locomotive power truck having at least two wheeled axlesspaced apart lengthwise of the truck, a rigid frame resilientlysupported on said axles, a pair of upwardly facing surfaces on each sideof said frames inclined upwardly toward each other longitudinally of thetruck, elastomeric pad devices seated on said frame inclined surfaces,said surfaces being spaced from each other longitudinally of the trucksuch that the normals of said pad devices converge at a substantiallylower level than said axles, a bolster having downwardly facing surfacesparallel to said frame upwardly facing surfaces and seated on said paddevices, said pad devices forming the sole support of said bolster onsaid truck frame and the sole means for transmitting longitudinal forcesbetween said rigid frame and said bolster, means on said bolster forpivotally connecting said bolster to a supported underframe, andnonresilient horizontal bearing surface means on said bolster spacedapart longitudinally thereof substantially as far as said pad devicesfor positively preventing substantial longitudinal tilting of saidbolster with respect to the supported underframe.
 2. In a railwaylocomotive power truck according to claim 1, the normals of said paddevices converging substantially at rail level.
 3. In a railwaylocomotive power truck according to claim 1, a third wheeled axle spacedfrom and positioned intermediate said pair of wheeled axles.
 4. In arailway locomotive power truck according to claim 3, traction motorssupported on said axles and all having their reaction connections tosaid frame in the same direction longitudinally of the truck from theirrespective axles.
 5. In a railway locomotive power truck according toclaim 3, said frame having longitudinal side members with upwardlyarched portions over said middle axle, said upwardly facing inclinedsurfaces being on said upwardly arched portions.
 6. In a railwaylocomotive power truck accordinG to claim 5, said bolster having aplurality of upwardly facing bearings, some of said bearings beingspaced apart lengthwise of the truck and being adaptable for slidingengagement with underframe bearings.
 7. In a railway locomotive powertruck according to claim 1, said bearings being constructed fornonresilient engagement with opposing bearings on the supportedunderframe.
 8. In a railway locomotive power truck according to claim 1,there being at least three of said bearings on said bolster.
 9. In arailway locomotive power truck according to claim 8, there being four ofsaid bearings on said bolster.
 10. In a railway locomotive power truckaccording to claim 1, cooperating means on said bolster and truck framefor limiting relative longitudinal movements therebetween, saidcooperating means being spaced apart longitudinally of the truck asufficient distance to become operatively engaged only when normaltraction forces are exceeded.